Gearing.



PATBNTED JULY 12, 1904,

H. P. MAXIM.

GEARING.

APPLICATION FILED AUG. 29. 190s.

3 SHEETS-SHEET l.

N0 MODEL.

wi l mosca No. 764,896. PATENTED JULY l2, 1904.

H. P. MAXIM.

GEARING.

APPLICATION FILED AUG.29, 1903.

N0 MODEL. 3 SHEETS-SHEET 2.

D L L L a A '42 w 7 .Qmx S Ng S u) lq Q 95 m` "B -S k ,Q N u g BU u w Es s s- N 's no N ms It?. 6 S W Q @bui-fue seo S1 u MVL' z d @MJ 75?/1enroule/gw' PATENTED JULY 12, 1904.

H. I?. MAXIM.

GEARING.

APPLICATION FILED AUG. 29. 1903.

3 SHBBTS-SHEET 3.

N0 MODEL.

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Y UNTTED STATES l Patented July 12, 1904.

PATENT OrErcE.

HIRAM PERCY MAXIM, OF HARTFORD, CONNECTICUT, ASSIGNOR TO ELECTRICVEHICLE COMPANY, OF HARTFORD, CONNECTICUT, A CORPORATION OF NEV JERSEY.

GEARING.

SPECIFICATION forming part of Letters Patent No. 764,896, dated July 12,1904.

Original application filed .Iune 3, 1896, Serial No. 594,058. Dividedand application filed April 15, 1902, Serial No. 102,969. Again dividedand this application iiled August 29, 1903. Serial No. 171,185. (Nomodel.)

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Beit known that I, HIRAM PERCY MAXIM, a citizen of the United States,residing at 550 Prospect avenue, in the city of Hartford,State ofConnecticut, have invented certain new and useful Improvements inGearing, of which the following is a specification, reference being hadto the accompanying drawings, forming a part hereof, this applicationbeing a division of the application filed byvme April 15, 1902, bearingthe Serial No.- 102,969, which was itself a division of the applicationfiled by me June 8, 1896, Serial No. 594,058, forfeited, and renewedAugust 18, 1899, Serial No. 727,703.

This invention relates in general to gearing, and more especially to theconstruction and operation of gearing for transmitting power andeffecting' changes of speed and direction.

The object of the invention is to provide an improved form of gearingand one which shall be so arranged and constructed that changes in thedirection of the movementof the vehicle, changes in the speed of thevehicle when moving in either direction, and the application of a brakecan be controlled or effected by the movement of a single controllerhandle or lever.

In the application Serial No. 102,969, of which this is a division, thefeatures of improvement are set forth in their broader aspect, it beingthe intention in the present application to cover a particularembodiment of the invention which in said former application isillustrated in different forms. The drawings of the present case, whichare intended to illustrate the invention herein sought to be covered,show no more than is shown in the drawings of said former application;but in order to avoid unnecessary repetition some of the figures of thepresent drawings are made to show features taken from other ligures ofthe drawings of said former lapplication.

In the present drawings, Figure lis a View, partly in side elevation andpartly in longisented in Figs. 1 and 2. Figs. 5 and 6 are similar viewsof another of the gears of said train. Fig. 7 is a side view of oneportion of the gearing shown in section in Fig. 2.

In order to enable the invention to be better understood, the gearingwill be described with reference to its application in a motor- Vehicle.Such vehicle may be provided with arunning-gear, comprising, as usual,side bars or reaches a a and front and rear cross-bars a a2, these barsbeing preferably tubular in construction. The rear cross-bar a2 hasdepending arms or hangers a3, which support the rear axle cl2, and thefront cross-bar a furnishes support for the front axle through anydesired connection, not necessary to be specifically shown. Between thetwo sidebars a ca extend ordinary carriage-springs af, which support thecarriage box or body and the carriage-springs a5, which support themotor-platform r/. The latter is free from the former at all points, andthe two are thus supported independently of each other, whereby thevibrations of the motor are prevented from being transmitted to thecarriage box or body and the motor is prevented from being affected inany manner by any movement of the carriage box or body. The particulartype of motor employed is not concerned in the present invention, and adetailed description thereof is therefore unnecessary. It is obviousthat a motor of any type-such as vapor, steam, or electricmight beemployed. For illustration, there is shown a motor of a well-known typeof internal-combustion engine, the two motor-shafts e of the duplexmotor being represented ascoupled together by means of the common gearm. The latter meshes with the gear m on the shaft m2, which is mountedto rotate in suitable bearings on the motor-platform. The gear m is acommon driving-gear for the two gears m3 mi, which are mounted looselyon the shaft m2, one on each side of the gear m', and are adapted to becoupled or clutched thereto at the will of the operator. The gear m hason each side lugs m5, which are adapted to be engaged by correspondinglugs on. on an adjacent face of the gear m3 or mi, and the latter arecarried by and are free to rotate upon short sleeves m7, which areadapted to be moved longitudinally on the shaft m2 by a doubleclutch-lever ms. rl`he gears m3 m4 mesh, respectively, with the gears m012,1", which are fast upon a driving-shaft m, the latter being free torotate in suitable bearings carried by swinging arms m12, which are hungupon the shaft m2. It is apparent that when either one of the gears m3m1 is moved into engagement with the gear m the shaft mu will be drivenat a corresponding speed Aand the other gear, m* or m3, will rotate idlyupon its carrying-sleeve m7. From the shaftm11 motion is transmitted tothe rear axle by gears presently to bedescribed, and such gears aremaintained in proper relation by links m13, which connect the shaft muwith the rear axle. It will be readily understood that as themotor-platform oscillates with respect to the running gear the gearscarried by the shaft mu, which issupported wholly by arms and linksr11/12mm, will always maintain their engagement with the respectivegears on shaft m2 and the rear axle notwithstanding the changes ofposition of the former with respect to the latter. The gear whichtransmits motion from the shaft m11 to the rear axle comprises both thevahead-clutch and the backing-clutch, which are controlled by theoperator by means of suitable intermediate mechanism. The constructionof this gear is preferably as follows: The gear-teeth are formed upon aring a, which is carried by a shell mounted loosely upon the shaft mu.As represented, the said shell is formed in two parts a a2, which arerigidly united by the ring n. The shell a carries an internal gear a3,which is engaged by pinions a5, mounted on studs a7, carried by a shellor friction-drum a, the latter being mounted loosely on the shaft mu. Apinion au is secured to the shaft m to rotate therewith and engages thepinions a5. The shell a2 is provided with studs i231, upon which aremounted pinions a, which mesh with an yinternal gear as, carried by ashell or frictiondrum am, the latter being mounted loosely on the shaftmu. A pinion am is fixed upon the shaft mu to rotate therewith andengages the pinions 71,5. It is apparent that whenever both drums n 'amare free to rotate no motion will be imparted from the shaft mu to thegear a,

the pinions a5 in one case revolving freely about the shaft as theyrotate upon their own axes without moving the internal gear a' and thepinions a in the other case causing the internal gear as to rotate, andhence failing to revolve about the shaft mu, and therefore failing torotate the shell 71.2 and the gear a. However, if the rotation of eithershell n or am is retarded motion will be imparted to the gear a in onedirection or the other, the maximum speed of said gear a being' attainedwhen one shell, a, or the other, n10, is held stationary.

Itis apparent that if suitable means are provided for retarding therotation of the shells a or am the speed of the vehicle can be graduatedby the operator exactly as he desires up to the maximum determined bythe speed of the drivi-ng-shaft m11 and. the direction of movement ofthe vehicle, whether forward or backward, be determined also while themaximum speed of the shaft m, and hence of the vehicle, may be varied asabove, according to the requirements of its use, by regulating thegovernor of the motor. The gears fin/3m4 are shifted into or out of.engagement with the driving-gear m, according to the amount of loadcarried by the vehicle and the character of the road upon which ittravels. The gear a meshes directly with the gear 0 on the rear axle,this gear being preferably a balancegear such as that already referredto in order to allow independence of movement of the two rear wheels.

A suitable friction-strap p may be provided to regulate the rotation ofeach shell or friction-drum a n2, and it may be placed under the controlof the operator by'suitable intermediate devices.

Letter p represents one friction-strap, connected by a link p with abell-crank lever 02, arranged to be operated by the cam p3 on a shaft p,to which movement may be imparted by any suitable means-such, forexample, as the controller-lever, link, gear, segment, and pinion on theshaft. Similarly the other friction-strap, p, may be operated through abell-crank lever p5, link p, and bell-crank lever p7 from a cam p8 onthe shaft p, the, cams pijas being so disposed relatively to each otheras to tighten but one strap at a time, leaving the other loose, whilethey have a common neutral point which will permit both straps to beloosened at the same time in order to bring the vehicle to a stop. Theclutch-leverm3 may also be operated by any suitable means under controlof the operator, and a convenient arrangement for this purpose consistsof a link q and a spring Q to maintain the small gear mAi normally inengagement with the gear m and the bell-crank lever q2, arranged to beoperated by the foot of the operator through a suitable boltq.

It will be evident that the action of the controller-handle f, throughthe intermediate IOO connections and the friction-straps or brakebandsp, upon the shells or drums of the respective ahead and backing gearsnot only controls the direction of movement of the vehicle, but alsocontrols the application of a brake to a vehicle when the same is movingin either direction. Thus if the vehicle is going ahead with thecontroller-handle in its forward position the movement of thecontroller-handle to its middle position will leave both theahead-gearing and the backing-gearing free, permitting the vehicle tocoast. If now whilethe vehicle is still moving ahead thecontroller-handle be moved back of its middle position, it Will, throughthe action of the friction strap or brake upon the shell or drum of thebacking mechanism, which shell or drum is of course rotating ahead, atfirst apply a brake to the vehicle through such shell or drum. Thecontinued application of the brake to the shell or drum will eventuallyresult in such retardation thereof as to cause the backing mechanism toact and the vehicle to be propelled backward. The singlecontrolling-handle has, therefore, the Jfunctions of a brake-handle asWell as the functions of a reversing-lever. It will be further observedthat as the ahead mechanism, as well as the backing mechansm, is also aspeed-changing mechanism, as determined by the slip of the shell ordrum, the same controller-handle f9 is adapted not only to control thespeed of the driving mechanism, but to apply a brake to the vehicle aswell under such conditions as have been described above.

The mode of operation of the several features of the improvement hasbeen sufiiciently set forth in the above description, and no furtherexplanation thereof or of the application thereof to a vehicle need begiven.

It is obvious that many changes can be made as to the construction ofthe gearing and the arrangement thereof in a vehicle, and it isunderstood, of course, that the uses of the gearing are not confined toa vehicle and that such gearing' might be employed in connection withany device in which it is desirable to effect changes of speed and thedirection of movement of a given shaft.

I/Vhat I claim, and desire to secure by Letters Patent, isw

l. In amotor-vehicle, the combination with a driving-shaft mu, means toactuate said driving-shaft and a driven gear o of a gear n mounted torotate freely upon said shaft and meshing with said driven gear 0, aninternal gear n3 carried with said gear n, a shell or drum n mounted torotate freely upon said shaft, a pinion a5 carried by said shell or drumto revolve about Asaid shaft, a drivingpinion au fixed to said shaft andengaging said first-named pinion, and means to retard the rotation ofsaid shell or drum.

2. In a motor-vehicle, the combination with a driving-shaft mu, a gear nmounted to rotate freely on said shaft, and a driven gear o, of aninternal gear 77,3 carried with said gear n, a shell or drum ng mountedto rotate freely upon said shaft, a pinion fn, carried by said shell ordrum and engaging said internal gear a3, a driving-pinion an fixed uponsaid shaft and engaging said first-mentioned pinion, a pinion n carriedwith said first-named gear to revolve about said shaft, a second pinion71,12 fixed to said shaft and engaging said lastnamed pinion, a secondshell or drum n10, carrying an internal gear to mesh with said lastnamedpinion, and means to retard the rotation of either of saidshells ordrums.

3. In a driving apparatus, a shaft, two main members loose on saidshaft, an auxiliary member also loose on said shaft, and two independentpower-transmitting mechanisms each including three elements, the threeelementsv of one power-transmitting mechanism being carried respectivelyby said shaft, a main member and the auxiliary member, and the threeelements of the other power-transmitting mechanism being carriedrespectively by the shaft, said auxiliary member and the other mainAmember, and the first elements of each power-transmitting mechanismbeing fixed to said shaft and the intermediate ones being rotative upontheir supports.

4. In a driving apparatus, a shaft, two main members loose on saidshaft, an auxiliary member also loose on said shaft, two independentpower-transmitting mechanisms each including three elements, the threeelements of one power-transmitting mechanism being carried respectivelyby said shaft, a main member and the auxiliary member, and the threeelements of the other power-transmitting mechanism being carriedrespectively by the shaft, said auxiliary member and the other mainmember, and the first elements of each powertransmitting mechanism beingfixed to said shaft and the intermediate ones being rotative upon theirsupports, and means for alternately limiting the motion of the mainmembers.

5. In a driving apparatus, a shaft, two main IOO IIO

members loose on said shaft, an auxiliary member also loose on saidshaft, two independent power-transmitting mechanisms each includingthree elements, the three elements of one power-transmitting' mechanismbeing carried respectively by said shaft, a main member and theauxiliary member, and the three elements of the othervpower-transmitting mechanism being carried respectively by the shaft,`said auxiliary member and the other main member, and the first elementsof each power-transmitting mechanism being fixed to said shaft and theintermediate ones being rotative upon their supports two bandbrakeslocated to peripherally engage said main members and means foralternately operating said bandbrakes.

6. In a driving apparatus, a shaft, two main members loose thereon, anauxiliary member loosely supported upon the shaft between said mainmembers, and two independent trains of intermeshing gears, ythe firstmembers of each of said trains being keyed to the shaft and the othermembers of said trains being carried respectively by said auxiliarymember and the main members.

7.` In a driving apparatus, a shaft, two main members loose thereon andone of them having an annular gear device, an intermediate member alsoloose upon said shaft and provided with an annular gear device, twogears meshing respectively with said annular gear device, one of thembeing rotatively carried by said intermediate member, the other onebeing rotatively carried vby one of the main members, and gears meshingywith said rotatively-` carried gears and fixed to said shaft.`

8. In a driving apparatus, a shaft, two main members loose thereon, oneof said members being provided with an inturned annular' iiange,providedl upon its inside face with an annular gear device, a memberintermediate said main members and also loose upon said shaft andprovided with an outwardly-disposed flange having an annular gear deviceupon itsinner face, twol gears rotatively carried Arespectively bytheintermediate member and byone of the main members and meshing with saidannular gear device, and gears fixed to the Vshaft and meshing with saidrotatively carried gears.

9. In a motor-vehicle, the combination with a driving-shaft mu, a gear nmounted to rotate freelyxon said shaft, and a driven gear 0, of aninternal gear n3 carried` with said gear n, a shell or drum n mounted torotate freely upon said shaft, a pinion m5 carried by said shell or drumand engaging said internal gear n3, a drivingpinion n fixed upon saidshaft and engaging said first-mentioned pinion, a pinion n carried withsaid first-named gear to revolve about said shaft, a second pinion amfixed to said shaft and engaging said lastnamed pinion, a second shellor drum n10, carrying an internal gear to mesh with said pinion u, andmeans cooperating with the gear n and with the main shaft for effectingthe reversed motion of the driven gear o.

This specification signed and witnessed this 27 th dayof August, A. D.1903.

HIRAMHIERGY MAXIM. In presence of# CHARLES Gr. HUNTINGTON, RUDOLPHRIEGE.

